Floating air liner



April 1929. s. M. LINDSTRAND 1,710,423

FLOATING AIR LI NER Filed Feb. 5, 1928 2 Sheets-Sheet 1 10 44 4a 46 6 FE ,6

- I 5 5 jig-.5 g/V/flflizfiogg/w PEP April 23, 1929- s. M. LINDSTRAND 1,710,423

FLOATING AIR LINER Filed Feb. 5, 1928 2 Sheets-Sheet 2 (94 54 MIL Patented Apr. 23, 1929.

UNITED STATES SWAN M. LINDSTRAND, OF CHICAGO, ILLINOIS.

FLOATING Application filed February This invention relates to improvements in a floating air liner,'and has for one of its principal objects, the provision of means for facilitating thehandling of a large type airplane, when in flight, such as would be used for trans-Atlantic or trans-continental air travel.

It is a well-known fact in aviation practices, that when a plane is increased in size, handling becomes proportionately more difficult. The tendency of the larger body to remain in motion in a straight line is forcibly demonstrated in the case of a large airplane. response to its controls, the elevators, the rudder and the like, becomes exceedingly sluggish. This is particularly true of the elevators, especially in taking off and landing.

One of the important objects of this invention is to provide a plural means for controlling the elevation and depression-of the plane, to be more particular, a pair of simultaneously operated elevators positioned at the forward and rearward ends of the plane. By this means, flexibility and stability of operation are assured, for a quicker response by the plane to the elevating controls is apparent ;'and in addition, the stresses set up in the framework of the plane dueto tl'iechanging of direction of the same, are to some extent lessened by the counterbalancing effect of the fore and rear elevators.

' A difficulty also presented in the operation of large planes is the physical strain'and nervous tax which is placed upon. the pilot in manipulating the controls. This is especially true in view of the fact that a large plane would be used only for very long trips, in

which case the controls must be manned for hours and hours at a time. To maintain a large plane in normal flying position for that length of time is a terrific strain upon the operator, particularly is this true when airpockets are encountered, for when the plane enters one of these vacuum spaces it falls un: til air is again met. On this encounter a strain is placed upon the controls, especially the elevators which strain is transmitted to the operator through the agency of the stick. In certain localities these air-pockets are exceedingly numerous, and jar after jar is transmitted to the stick thereby quickly fatiguing the operator.

Another important objectof this invention is to provide an elevator control mechanism which eliminates to a great extent the transmission of these shocks and the like from the AIR LINER.

3, 1928. Serial NO. 251,527.

elevators to the operators control, more particularly, a system of indirectly operated elevators. \Vith this means of indirectly controlling the elevators, in normal flying, the tenseness of the operators grip upon the elevator control is greatly relieved. Smoother riding necessarily results from this stabilized means of control, which is a very important consideration in passenger and freight air transportation.

A further important object of this invention isthe provision of a buoyant fuselage construction which permits a safe landing to be made on water. It is to be understood,

' this is not a hydro-airplane, but the feature" of floating is merely an added safety measure in case a forced landing is to be made on Water. Combination elevators and pontoons are also provided. V

Other and still'further important features of the invention will be apparent from the disclosures in the accompanying drawings and following specification. The invention,: in a preferred form, is

shown in the drawings and is hereinafter more fully described.

In the drawings:

Figure 1 is a side elevation of the airplane of this invention, illustrating the positioning of the elevators upon the fuselage.

Figure 2 is a top plan View of thedevice shown in Figure 1. i I

Figure 3 is a front view of the airplane, illustrating the brace construction for the elevators.

Figure 4- is a partial sectional elevation, showing the co-operating mechanism for con trolling the front and rear elevators simultaneously, and also the rudder control.

Figure 5 is an end view of the control cockpit.

Figure 6 is a top View of the elevator control mechanism;

Figure 7 is a detail elevation of one of the elevators.

Figure 8 is a detail view of one of the ele- 'llO ing gear 14. The fuselage 10 is constructedwater-tight and provides a floating means in case the machine is forced down while flying over water. The forward end of the fuselage terminates in a bullet shaped nose, thereby decreasing air resistance in flight. Mounted on the rearextremity of the body 10 is a rudder 16 of the ordinary construction.

Positioned upon the upper portion of the fuselageis a flying wing 18 of the established stream-line design, the same being braced by stream-line constructed struts 20. A cabin 22 for the accommodation of a plurality of passengers and the pilot, is located immediately beneath the wing 18 and forms part of the fuselage. Mounted in front of the wing 18 and one positioned on each side of the fuselage 10 is a pair of tractor motors 24- and their accompanying propellers 26. Directly behind the motors 24 and at the rear of the wing 18 are two pusher motors 28 and their companion propellers 30. The motors 24 and 28 are mounted between braces 32 and 34 and extensions 36 and 38 respectively. It is apparent that a plane equipped with this number of motors would be capable of carrying a great amount of weight, hence a large number of passengers could be acconunodatcd and inasmuch as an abundant supply of fuel could be also carried, the planes cruising range would be very extensive. Fuel tanks are shown at 33.

The cabin 22 is provided with a plurality of side observation windows lO and 4:2, and sloping windows 44 and 4:6 are also located at the front and rear, of the cabin, respectively. Emergency ports 48 of a size sufficient to allow the passage of the body of a man, are located at the top of the cabin. Accordingly, if a forced landing is made in water a ready exit is provided for the occupants of the plane.

Pivotally mounted upon the forward and rearward portions of the fuselage, is a set of elevators 50 and 52, respectively. Each set comprises a pair of planes, hollow and airtight, one mounted on each side of the fuselage and journaled at its transverse center in the fuselage. Braces 5% support the outer portions of the elevator wings 50 and 52 at a pivot 56, the elevators being adapted to oscillate about the pivot 56 within the said braces.

Rigidly attached. at right-angles to the rear of the forward elevators 50 and positioned adjacent the fuselage is a pair of cable-re taining elements 58, as best shown in Figures 1 311C 7. Wrapped around the periphery of the said elements 58 is a cable 60 being retained in position by means of staples or the like 62.

Positioned adjacent the element 58 and adapted to make rolling contact with the bowed edge of the same is a drum 64. Both ends of the cable 60 are attached to the said drum, thence the cable is wrapped three times around the drum and then around the pe riphery of the element 58, so that when the drum is rotated the cable winds on one side of the drum and unwinds on the other side.

Hence the element 58 is moved substantially vertically either up or down as the case may be, thus lowering or raising the ends of the elevator on both sides of the fuselage, the two drums co-acting through the medium of a shaft 66.

Mounted on the shaft 66 and a complimentary shaft in the rear of the fuselage 10 are additional sets of drums 68 and 80 over which operating cables 70 run. One end of each cable 70 is attached to the forward end or" an it shaped element 7 2 which is slidably mounted in guides T l positioned on the inner sides of the fuselage 10, the other end of the'said cable being attached to the rearward end of the element 72, after passing over the drum 80.

A screw-threaded shaft 76 engages with corresponding threads in the element 7 2 and by turning a wheel 78 mounted rigidly on the shaft 7 6 motion is transmitted to the element 72, either rearwardly or forwardly, as the case may be, moving the cable 70 over the drums 68 and 80, thereby turning the outer drums or and 86 producing the motion of the elevators as before described.

The rear elevator 52 is operated in substantially the same manner as the forward member 50, the drum 86 being in rolling contact with an element 82 which is mounted at the forward portion of the rear elevator 52. The cable70 is crossed in order to give the elevators 50 and 52 their proper relative c0, operating motion.

The rudder 16 is operated by means of two connecting cables 88, each connected at one end to the rudder and with the other end terminating in one of two pedals 84 located in the bottom of the cockpit and adapted to be1 alternatively operated by the feet of the pi ot.

It is apparent from the foregoing that herein is provided an aircraft whose general proportions, means of control, and safety features ideally adapt it for commercial passenger travel. The elevator control being such as to eliminate the nerve-taxmg task of piloting a plane for long periods at a time and providing features of safety, ease of operation and stability, requisite to successful air-line travel. I

I am aware that many changes maybe made andnumerous details of construction varied throughout a wide range without de-' parting from the principles of this invention, 7

and Itherefore do not purpose to limit the patent granted herein otherwise than as necessitated by the prior art.

I claim as my invention:

1. A floating air-liner, including in eombination, a watertight and buoyant fuselage, a cabin in the fuselage for the accommodation 20 a cabin in the fuselage for the accommodation I of a plurality of passengers and a plurality of elevator planes mounted on the fuselage, and means for operating the said elevators simultaneously from Within the cabin, said means comprising a Wheel, athreaded shaft attached to the said Wheel, a sliding member co-acting with the said threaded shaft, rotation of the shaft adapted to impart motion of translation to the sliding member, a plurality of cables attached to said sliding member, a plurality of shafts over Which the cables operate, a drum mounted upon the end of each shaft, a short cable Wound upon each drum, a Wing extension mounted on each elevator upon which the short cable also Wraps, the rota tion of the drum adapted to impart substantially vertical motion to the extension.

2. A floating air-liner, including in combination, a Water-tight and buoyant fuselage,

of-a plurality of passengers and a plurality of elevator planes mounted on the fuselage, and indirect means for operating the said elevators simultaneously in opposite directions from Within the cabin, said indirect means comprising a pair of crossed cables, a plurality of shafts over Which the cables act and means on the shafts for imparting substantially vertical motions to the elevators in opposite directions, said means including a plurality of drums mounted upon the said shafts, a plurality of Vertical segmental extensions on the elevators and a short cable Wrapped around each of the extensions and its corresponding drum, the rotation of the drums adapted to impart substantially vertical motion to the segmental elements. 7

In testimony whereof I afiix my signature.

SWAN M. LINDSTRAND. 

